Marine propulsion device



May 23, 1933. J. H. PIERCE 1,910,561

' MRINE PROPULSION DEVICE Filed July .5, 1928 4 sheets-sheet `1 sa 8oINVENTOR l .Mrt i" T- May 23, 1933. f J. H. PIERCE 1,910,561

MARINE PRoPULsIoN DEVICE Filed July 5, 1928 4 Sheets-Sheet 2 /NVENTo/e 11: l JAMES H PAE/eci A TTORNE Y May 23, 1933. J. |y|l MERCE 1,910,561

MARINE PROPULSION DEVICE Filed July 5, 1928 4 Sheets-Sheet 3 BY /Mwhm vy ATTORNEY May ,23, 1933. J. H. PIERCE MARINE PROPULSION DEVICE FiledJuly 5, 1928 4 Sheets-Sheet 4 1N VEN TOR. JAM/55 H. P/Eecf A TTORNEY..

Patented May 23, 1,933

UNITED STATES JAMES H. PIERCE, F BAY CITY, MICHIGAN mum rRorULsI'oNDEVICE Application led July 5, 1928. Serial No. 290,563.

This invention relates to marine propulsion devices and particularly tothat type 4thereof commonly known as outboard motors, the principalobject being the provision 5 of an outboard motor of a new and novelconstruction designed to provide a highly eiicient device.

Another object is to provide an outboard motor including a verticallydisposed drive shaft housing provided with a .propeller at the lower endthereof positioned in front of the drive shaft housing.

Another object is to provide an outboard motor including a verticallydisposed drive shaft housing at the lower end of which is suitablysupported and driven a pair of propellers, one of which is disposed infront of the housing and the other of which is disposed rearwardly ofthe housing.

Another object is to provide a cooling sys. tem for an outboard motorincluding a water inlet disposed inthe path of flow of water about thedrive shaft housing and a 4water outlet disposed adjacent the pathoftravel of the forward edge of a propeller.

Another object is to provide an outboard motor having a separable driveshaft housing so formed as to permit. an additional completev driveshaft housing section to be inserted therein.

Another object is to provide an outboard motor pivoted to swing about ahorizontal line, together with manually operated means for locking thesameagainst pivotal movement about such line.

Another object is to provide, in combination with an outboard motorhaving a submerged propeller shaft, a ropeller rotatablv mounted uponsaid sha and a friction clutch connecting the propeller to the propellershaft, wherebyto normally constrain the propeller to equal rotation withthe pro ellcr shaft.

Anot er object is to provide a new and 45 novel cooling system for anoutboard motor.

Another object is to provide in combination with an outboard motorhaving a propeller shaft, a propeller rotatably mounted on the shaft anda friction clutch normally 50 constraining. the propeller to equalrotation cycle internal combustion engines.

The above being among the objects of the present invention, the sameconsists in certain features of construction and combinations of partsto be hereinafter described with reference to the accompanying drawings,and then claimed, having the above and other objects in view.

In the accompanying drawings which il- -lustrate suitable embodiments ofthe present invention, and in which like numerals referto like partsthroughout the several different views,-

Fig. 1 is a side elevation of an outboard motor.

Fig. 2 is an enlarged fragmentary vertical sectional view taken throughthe center of the drive shaft housing at its line of separation thereofillustrating the construction of the same at and adjacent that line.

' Fig. 3 is a view similar to Fig. 2 but illus- 'trating the drive shaftextension inserted B5 in place.

Fig. 4 is a vertical sectional view of the lower end of the drive shafthousing taken in the plane passing through thel axes of the propellershaft and the drive shaft.

Flg. 5 is a sectional view taken on the line 5 5 of Fig. 4.

Fig. 6 is a sectional view taken onthc line 6 6 of Fig.y 4. l

Fig. 7 is a fragmentary sectional view taken on the line 7 7 of Fig. 6.

Fig. y8 is an enlarged sectional view taken on \the line 8 8 of Fig. 1.

p Fig. 9 is an enlarged fragmentary broken view. showing the details ofthe collar for locking the drive shaft housing against pivotal movementduring reversing of the propeller.

Fig. 10 is an enlarged sectional View taken on the line 10--10 of Fig.1.

Fig. 11 is a vertical sectional view of the engine for the outboardmrtor shown in Fig. 1 taken through the axes of the cylinders thereof.

Fig. 12 is a sectional View taken on the line 12-12 of Fig. 11.

Fig. 13 is a plan view of the cover member for the crank case of theengine shown in Figs. l1 and 12.

Fig. 14 is a plan view of the disc valve employed for controlling theHow of mixture into the crank case of the engine shown in previousviews, a portion of the crank shaft being shown in connection therewithand its relation thereto during rotation of the crank in one direction.

Fig. 15 is a view similar to Fig. 14 but illustrating the position ofthe crank in respect to the disc valve when the crank is rotating in avdirection opposite to that shown in Fig. 14.

Fig. 16 is an enlarged fragmentary vertical sectional view taken throughthe edge of the crank case cover at the point thereon where thelubricating oil-is tapped out of the crank case to be led to the enginebearlngs.

Fig. 17 is a view similar to Fig. 16 but showing a slightly modifiedconstruction.

Fig. 18 is a fragmentary sectional view taken on the line 18-18 of Fig.16. I show in Fig. l an outboard motor comprising generally an enginehaving a Vcrank case 25 and cylinders 91, a drive shaft housingcomprising an upper section 27 and lower section 28, the latter of whichterminates at its lower end in a housing portion 29 enclosing apropeller shaft the ends of which project both forwardly and rearwardlyfrom the housing portion 29 and to the forwardly extending portion ofwhich is suitably secured a propeller 3() and to the rearwardlyextending portion of which is suitably secured a propeller 31.

rlhe lower housing portion 28 is of cast construction with maximumdimension in the direction of movement and minimum dlmensiontransversely thereto, the forward end rearward edges of which are sharpto reduce the resistance of the same passing through the water. Asillustrated in Figs. 2, 3 and 4, the housin 28 |is substantially closedat its upper en by a wall 32, and adjacent its lower end by a wall 33,and extending between the walls 32 and 33 is a tubular portionV 34. Asection 35 of the drive .shaft is provided with a bearing 36 in; theupper wall 32 and extends down through the tubular portion 34 throughthe lower wall 33 where it is providel with a Leimen is a propellershaft 44 extending perpendicularly to the drive shaft 35. The propellershaft 44 is provided with a bevel gearL 45 in mesh with the gear 40 fordriving movement therefrom. The propeller shaft 44 projects bothforwardly and rearwardly past the front and rear faces respectively ofthe housing 29. A collar 46 is secured against rotation and axialmovement on the shaft 44 ahead of the bearing 43, and the shaft 44 isgrooved as at 47, as best shown in Figs. 4 and 5, from the collar 46 tothe forward end of the shaft 44. A plurality of metal discs 48 areslidably received on the forward end of the shaft 44 and each isprovided with a tongue 49 (see Fig. 5) which is received in thecorresponding groove 47 so as to prevent such discs from rotationrelative to the shaft 44. Loosely threaded on the shaft 44 between eachpair of discs 48 is a disc 50 of slightly largerdiameter than the discs48 and each of which is provided at its outer edge with four equallyspaced notches 52. Rotatably surrounding the shaft 44 ahead of the lastdisc 50 is an axially slidably shouldered collar 53. rlhe propeller 30is rotatably mounted o n the shaft 44 at its forward end and rotatablymounted on the collar 53 at its rearward end and is provided with fourequally spaced rearwardly extending pins 55 which lie in parallelrelationv to the axis of the shaft 44. The rear end of the pins 55 arereceived in .the corresponding notches 52 of the discs 5() so as toconstrain the discs 50 to equal rotation with the propeller 30. A nut 56threaded on the forward end of the propeller shaft 44, with itsrco-operating washer 57 limits axial movement of the propeller 30forwardly on the shaft 44. The hub of the propeller is formed to providetherein a chamber 58 surrounding the propeller shaft 44, and within thechamber 58 and surrounding the propeller shaft 44 is a coil spring 59hold under compression between the forward wall of the chamber 58 andthe forward fave of the collar 53. The result is that the roil spring 59acting through the slidable collar 53 bears against the forward disc 50and acts to clamp all of the discs together between the collar 53 andthe collar 46, thereby frictionally locking the propeller to the shaft44 for ual rotation therewith. It will he noted t at in thiIconstruct-ion the l" thrust of Athe propeller 30 during operation has noeffect 'whatsoever upon the pressure acting on the discs 48 and 50. Thetenlsion of the spring 59 is preferably such that the propeller 30 willnot slip relative to the connecting the same to the engine. I preferablyprovide a pointed cap member 60 threaded on to the forward end of thepropeller hub so as to reduce the resistance of the hub in passingthrough the water.

The rear end of the propeller shaft 44 is provided with a collar 62 andgrooves 63 similar to the collar 46 and grooves 47 at the forward end ofthe same. Discs 64 similar to the discs 48 and co-operating with thegrooves 63 are also provided. The propeller 31 is rotatably received ;onthe rear end of the propeller shaft 44 and is provided with pins 65which co-operate with discs 66 intei-posing between the discs 64 in thesame manner as the pins 55 co-operate with the discs 50 at the-forwardend of the propeller shaft. The rear end of the propeller 31 is slidablyand rotatably mounted on the collar 67 which is locked against rearwardmovelnent on the propeller shaft 44 by the nut 68 and washer 69. Theinterior yof the hub of the propeller 31 is formed to provide a chamber70 in which a coil spring 72 surrounding the propeller shaft is heldunder compression between the forward .wall thereof and the forward face.of the collar 67. The spring 72 acts to force the propeller shaft 44.The result of this constructionv is exactly the same as that describedin connection with the propeller 30 with the exception that in this casethe thrust of the propeller 31 on the water tends to supplement theaction of the spring 72 in holding the discs 64 and 66 against slippage.The hub of the propeller 31 is provided with a cap member 71 similar tothe cap member 60 and designed to decrease the resistance of the passageof the hub through the water. i

As indicated in Figs. 2 and 3, the upper housing section 27 is ofgenerally circular hollow section and is provided with a flange 73 atits lower end through which ,the bolts 74 extendl and which are threadedinto the upper wall 32 of the lower housing member 28 in order to securethe same thereto. The upper face of the upper -wa-ll32 of the lowerhousing. 28 is provided with la -pilot 7 5and the lower face of theflangel 73 is provided' with a recess 76 in which the pilot 75 isreceived so as to locate the upper housing portion 27 in proper axialrelationship'with respect to the lower housing portion 28, suitablegaskets bcing interposed between the matching faces.

The drive shaft section 35V is provided above the upper face of thehousing 28 with a cup-shaped interiorly grooved end 77 .and

the upper drive shaft section 78 is s lined as at 79 and isnon-rotatably but slldably received within the end 77. When the upperhousing portion 27 and lower housing portion-28 are separated uponremoval of the screws 74, the drive shaft sections 35 and 78 remain withtheir housing sections 28 and 27 respectively. This permits theemployment of a section insertable between the housing sections 27 and-28 in order to increase the effective distance between the engine andthe ropellers in the following manner: A housing section 89 having anupper` flan-ge 80 duplicatinglthe upper endfof the housing 28 and thelower flange 81 duplicating the lower end of the housing portion 27 isprovided with a shaft 82. The shaft 82 is provided at its upper end witha. cu shaped end 83 duplicating the end 77 of t e shaft 35 and a lowersplined end 84 duplicating the lower splined end 79 of the shaft 78. Theshaft 82 is provided with a suitable bearing 88 within the section 89.In the particular construction shown, the lower end 84 of the Vshaft 82is formed separately from the shaft 82 and secured thereto afterassembly of the bearing 88A, although this construction may be varied asis readily apparent. The section 82 is formed with a pilot 85 onitsupper surface and a recess 86 on its lower face in exact accordance withVthe pilot 75 and recess 76 of the housing sections 28 and 27respectively as previously described, so that when it is desired toincrease the effective distance between the engine and the propellers in'the construction as shown in Figs. l and 2, all that is necessary is toremove the screws 74, separate the sections 27 and 28, secure the lowerend of the section 27 tothe upper end of the sectionv 89, and secure thelower end of the section 89 to the upper face of the section 28 by theuse of additional screws 87. This provides a quick and easy method ofobtain-ing the desired length of the drive shaft housing and variouslengths they areparticularly suited in production to a uniform mainconstruction which may be adjusted in length by the section 89 to suitthe needs of the particular buyer.

As indicated in Figs. 1 and 11, the upper end of the upper housingsection 27 is formed with an enlarged flange 90 which serves as a cap or'cover for the lower face of the crank case 25 and which also serves tosupport the engine thereon. As shown in ligs. 11 and 12, the engine isof the two-cycle type having a pair of opposed cylinders 91 which aresecured to the crank case 25 by bolts 92 and nuts 93. rl`he combustiblemixture is drawn into the crank case through a carbureter 94,'which maybe of any conventional construction, and through the duct` 95 whichopens into the crank case through the segmental opening 96 in the flange90. The crank shaft 97 is of the two-throw type having bearing in thebushings 98 and 99 carried by the housing section 27 and crank caseextension 100 respectively. rlhe lower end of the crank shaft 97 ishollow as at 101 and is splined as at 102 for connection to the upperend of the upper drive shaft section 78 which is splined to co-operatetherewith. Each of the cylinders 91 is provided with a piston 103 whichis connected to its corresponding crank shaft throw by a connecting rod10/1 and piston pin 105. Each piston is provided with a port 106`initsside Wall through which the combustible mixture compressed in'l thecrank casel passes to the by-pass 107 (see Fig. 12) when the piston isat and near the bottom of its stroke in order to enter the cylinder 91above the piston.' The burned gases in the cylinders escape through theports 108 into the passages 109 where they are led into the exhaustpipes 110 and thence to the mufiler 111 in the conventional manner.

In view of the high speeds at which it is desirable to operate an engineof the type shown, and to reduce vibration, it is desirable that thepistons 103 be of as light construction as possible, and it is thereforedesirable that such pistons be constructed of a light metal such asaluminum or one of the alloys thereof. ln the preferred. construction ofpistons for two-cycle engines, deflectin'g baffles such as 112 areprovided. These ballles are relatively difficult to cool, and heretoforewhen pistons equipped with such baflles have been constructed of lightmetal having a relatively low melting point, the bales have often beenburned off at high engine speeds and full load. In accordance with thepresent invention I provide a construction for such pistons whichinsures cooling of the piston lead to such a degree as to obviate anypossi ility of damage to the battles 112 due to the excessive heat, andat the same time lt am enabled to heat the combustible mixture enteringthe cylinder an amount commensurate with optimum engine operatingconditions. rlfhis o is accomplished in the following manner asillustrated in Figs. 11 and 12: Extending downwardly from the top of thepiston 103' in parallel and spaced relationship and in a` directionperpendicular to the side of the piston on which the port 106 opens, isa plurality of We1 s 113 which extend to a mieter point spaced from theeilterl'ends of the con-I which extends into relatively close relationyship Wit-h respect to the corresponding end of the connecting rod. A.third baile 115, best illustrated in Fig. 12, extends from the inneredge of the port 106 into relatively close relationship with thecorresponding end of the connecting rod 104. r1`he result of thisconstruction is that as the engine is operating and comlustible mixtureis drawn into the crank case 25 on the outstroke of the pistons andcompressed therein on the instroke thereof, when the pistons reach theinner en'd of their stroke, the compressed combustible mixture in thecrank case `is forced'through the piston and out of the port 1,06 intother/by-pass 107 'and thence into the cylinder. lin passing through eachpiston, the bathe 115 causes the combustible mixture to pass through thepiston onltheV opposite side of the piston pin 105 from the baffle 115,and in passing over the piston pin and outer end of the connecting rod,the baille 114 directs the combustible mixture up over the same and.between the webs 113 which, being 'cast integrally with the head of thepiston, rapidly conduct the heat therefrom. A After passing through'thewebs 116 f transfer of heat from the batlles 112 t at the same areprevented from reaching a temperature which may be detrimental to them.Furthermore, l have found that this construction maintains the head ofthe piston at a temperature below that at which the hydro-carbons in thecrank case, and which may find their Way into contact with the head ofthe piston, are sufficiently heated to cause cracking thereof andsubsequent depositing of free carbon on the underside of the pistonhead.

Another feature of the present invention is the valvular means providedfor regulating the admittance of combustible mixture through the duct 95into the crank case. As is well-known in the art, the usual method ofintroducing combustible mixture into the crank case of a. two-cycleengine is either through a check valve placed in the assagey travel, orby a combination of both. The employment of a check valve is undesirablebecause of the relatively delicate construction o f the same necessaryfor high engine speeds and the spring means which must be employed inconnection with it, the tension of which spring must be overcome indrawing combustible mixture into the crank case past the valve. Inovercoming the tension of such spring, a corresponding drop in theeffective suction tending to draw the combustible mixture in the crankcase results and a corresponding loss of volume of combustible mixtureper stroke of the pistons and consequent loss of power results. In theconstruction in which the combustible mixture is taken through thecylinder and controlled by the movement of the piston, the length oftime during which such port is open to the admittance of combustiblemixture is necessarily limited and consequently it is impossible toobtain desirable volumetric efficiency with such construction.

In the present invention a disc valve 118 is provided for controllingthe admittance of the combustible mixture into the crank case. The valve118 rotatably encircles the lower end of the crank shaft 97 and overliesthe upper surface of the fiange 90. The disc 118 is provided with asegmental opening 119, asbest illustrated in Figs. 14 and 15, ofsubstantially the same larea as the opening 96 in the iiange 90. Thedisc 118 is further provided on its upper surface with a pair ofupstanding lugs 120 and 121 which are adapted to engage the adjacentthrow l of the crank shaft in order to impart driving movement to thedisc 118 from the crank shaft 97. The lug 120, as illustrated'in 14, isso positioned relatively to the opening 119 that when the crank shaft isturning in the direction indicated by the arrow 117 in Fig. 14 and thepistons are at the bottom of their stroke, the leading edge of theopening 119 is in or about to become in overlapping relationship withrespect to the near edge of the opening 96. In other words, the momentthat the pistons start on their outer travel, the openings 119 and 96overlap each other and thus provide a. clear path for the combustiblemixture from the carbureter to enter the crankcase.l 'Ihe openings 96and 119 are so designed in length that they remain in overlappingrelationship until the pistons reach t e top or the outer limit' oftheir travel. Furthermore, it will be apparent that when the piston isin its midstroke position during its outer travel, at which time thegreatest suction is presentA within the crank case 25, the openings .119and 96 are fully aligned, thereby providing a maximumv of a port openinginto the crank case for the admittance of the combustible mixture. Thiscon-- struction permits a maximum sizeof port maintained in openposition during the en- `tire time that a suction is apparent in thecrank case. It will also be apparent that it may be desirable in somecases to maintain the intake port open into the crank case for a shortperiod after the piston has reached the outer limit of travel, and insuch cases the openings 119 and 96 may yobviously be varied toaccomplish such result.

When the crank shaft is turning in the opposite direction to that shownin Fig. 14, or as indicated by the 4arrow 122 in Fig. 15, it will beobvious that if the lug 120 only were employed, the relation of theopenings 119 and 96 would not be correct for proper timing of theentrance of the combustible mixture into the crank case. For thisreason, the lug 121 is provided which cooperates with the adjacent throwof the crank shaft 97, when the engine is turning as indicated by thearrow 122, in the samemanner that the lug 120 co-operates thereagainstthe crank shaft during o eration of 4 the engine, and still turns free othe crank shaft when the direction of rotation of the engine isreversed, although separate Ymeans may be provided for insuring suchaction, if desired.

As is commonly the case with engines of this type, lubrication'for thesame is provided by mixing the lubricant with the fuel in the fuel tankso that it is fed into the engine with the combustible mixture. The bulkof such lubricant is separated out in the crank case and collects therein appreciable amounts. In accordance with the present invention I am4enabled to utilize this fact in connection with the -disc 118- toprovide a novel and efficient additional lubricating means for the crankshaft and the connecting rods. Due tothe fact that the disc 118 ispositioned in the bottom of the crank case and due to the fact thatthelubricating oil tends to collect in the bottom of the crank case, thelubricating oil comes in contact with the disc 118 and the rotation ofthe latter tends to throw the lubrieating oil to the outer edge of thesame with considerable force. Taking advantage of this fact I extend thedisc 118 into relatively closely adjacent relationshi with respect 25,as best illustrated in Figs. 16, 17 and 18, and I extend such edges ofthe crank case 25 so as to be in alignment with the disc 118 throughoutthe width of the same. This causes the oil carried to the outer edge ofthe disc 118 during rotation thereof to build up'between itsouter'edge'and the adjacent edge ofthe crank caset-,ylthen provide arecess as at 124 in the adjacent edge fof `the crank case and opening onto the outer edge of the disc 118. I then connect this recess 124 by anopening 125, connection 126, and tube 127 to the point where 1 desirethe lubricant to be deposited. Such a point may be in connection withthe upper main bearing of the crank shaft 97, as is illustrated in Fig.11, and in which an annular groove 128 is provided in the bushing 99about the crank shaft 97 and which is connected by means of theconnection 132 to the tube 127. The lubricant is thus forced by the disc118 into the recess 124 from which it is conducted through the opening125 and the tul e 127 to the groove 128 where it serves to lubricate theinner surface of the bushing 99. 1 find that where the pressure of thelubricant thus obtained is not as high as ll desire, the crank case 25may be formed with a fiange or lip 131, as indicated in Fig. 17,overlying the upper face of the disc 118 adjacent its outer edge so thatthe outer edge of the disc 1 18 is enclosed on three sides. This has theeect of restricting the escape of the oil upwardly from the outer edgeof the disc 118 and serves to provide a construction which may belikened to the con'- ventional type of centrifugal pumps.

The lubricant thus deposited in the groove 128 may work downwardly andagain be drawn into the crank case and li provide means whereby suchlubricant may be caught and employed for lubricating the large ends ofthe connecting rod in the following manner: Each throw of the crankshaft 97 is provided with a relatively large central blind opening 129opening on the upper face thereof which not only serves to lighten thecrank shaft itself but also serves as a cup in which the lubricantthrown about in the crank case and dri ping down from the bushing 99 istrapped. ach of the openings 129 is lconnected by a small opening 130 tothe bearing face for the large end of the corresponding connecting rod104, the

openings 13() being positioned at the outer sides of the openings 129from the axis of Athe crank shaft so that the lubricating oil thereinwill be thrown by the centrifugal force acting on it because of therotation of the crank shaft to the bea-ring surface. This provides anextremely efficient lubricating system amply adapted'to take care of theneeds of high speeds and full engine loads.

In the construction shown in the drawings the disc 118 is in the bottomof the crank mieter case. 1n those cases in which the disc 118 is placedat the top of the crank case, as may be desirable under certaincircumstances, a dummy disc (not shown) may be placed in the bottom andsecured to the crank shaft for rotation therewith in order to accomplishthe same method of lubrication shown, and in some cases it ma be jfounddesirable to form the throws o the crank shaft as ldiscs to accomplishthe same result, and therebyfdispense with an additional disc for suchpurpose. n The engine and housing assembly together with the variousparts are supported to swing about the axis of the drive shaft housingand about a horizontal line in the following manner: The upper housingportion 2'7 is provided with a concentric shell 133 outwardly spacedfrom the tubular portion 27 and connected thereto by the webs 134. Theshell 133 is formed to provide a cylindrical outer surface of materiallength bounded at its upper and lower edges by the radial flanges 135.Rotatably embracing the shell 133 between the flanges 135 is a collarmember formed in two parts 136 and 137 which are secured together byscrews such as 138. The part. 137 is provided with an extending portion139 in which is received the shaft 140 which connects it to thesupporting backet 141. rllhe supporting bracket 141 is provided withspaced downwardly extending leg portions 142 and 143 which are adaptedto receive the stern section 144 of a boat between the same and whichstern portion is adapted to be clamped .therein by means of one or moreclamping screw members 145 threaded into the arms 143. r1`hus, the driveshaft housings 27 and 28 and all parts connected thereto are supportedfor rotation about the axis of the drive shaft, and are also supportedfor pivotal movement about the axis of the shaft 140. Formed on thedrive shaft housing section 27 between the sleeve 133 and flange 73 is.a cylindrical enlargement 146. The legs 142 of the supporting bracketare extended down to substantially the lower end of the enlarged portion146 where they are suitably connected together at their front ends by across member 147, and each of which extends rearwardly therefrom as at148 on either side of the enlarged portion 146. Each of the portions 148is provided with an ar- .cuate slot 149 whose center is coincident As.best l the enlarged housing portion 146. A bolt 153 sldably extendingthrough the member 150 and both slots 149 is provided with a' head 154on the outer face of one of the portions 148, and a hand nut 155 lon theouter face of the opposite portion 148. By drawing up the nut 155 theside members 148 are drawn together so as to clamp the member 150therebetween against sliding movement relative to the portions 148. Uponloosening the nut 155 the member 150 may be moved relative to the slots149 so as to vary the pivotal position of the apparatus relative to avertical plane passing through the axis of the shaft 140. This is inorder that the axes of the drive shafts may be maintained insubstantially vertical position during operation within a relativelywide range of angles between the stern piece 144 and the vertical. Theenlarged portion 146 will, of course, bear against the bearing face 152when the engine is operating during normal forward movement due to thefact that the thrust of the propellers will maintain it in suchposition. It is formed with only a semi-cylindrical bearing face inorder that when the lower end of the housing or skeg 157 contacts withthe bottom in shallow water, or with logs or other obstructions, duringnormal forward movement of the boat, the housing may swing about theaxis of the shaft 140 and thereby obviate possibility of damage fromsuch cause.

However, it will be apparent that should the engine and housing berotated about the v axis of the housing until the thrust of thepropellers are in the opposite direction to' that shown, or rearwardly,unless some additional means were provided, such thrust would cause theassembly to pivot about the axis of theshaft 140 and -the lower end ofthe housing with the propellers would be drawn to the surface of thewater and thereby defeat their efforts towards propulsion. This is takencare of in the present invention in a simple and economical manner. Thesurface of the member 150 is formed at its upper edge as part of acylinder and termi-- nates a material distance below the upper edge ofthe portion 146 which, as before explained, is cylindrical in section'.Rotatably and vertically slidably received on the upper end of theportion 146 is a collar 158 which is provided at its lower end with asleeve portion 158, the interior surface of which is spaced outwardlyfrom the surface of the portion 146 an amount slightly greater than thethickness of the upper end of the member 150. The collar 158 is providedwith a pair of ears 160 which are pivotally connected by the pin 162 tothe rod 163, as indicated in Fig. 9. Referring to Fig. 1, rotatablysupported between its ends on the shaft 140 isA a lever 164, the rearend of which is B5 pivotally connected to the upper end of the rod 163.AThe forward end of the lever 164 is provided with a radially extendingspring 'pressed plunger 164, the inner end of which is adapted to engagenotches 166 formed in the segment 167 provided on the bracket 141. Itwill be obvious that if the plunger 165 is withdrawn from the notches166 the lever 164 may be pivoted about the shaft 140, and in sopivoting, it acts through the rod 163 to cause the collar 158 to moveeither up or down on the enlarged housing portion 146. When the plunger165 engages the lower notch 166, as indicated in Fig. 1, the lower edgeof the sleeve 159 is positioned above the upper edge of the thrust block150, as is indica-ted in Fig. 9 and the housings 27 and 28 are free topivot about the shaft 140. If the plunger 165 is withdrawn from thelower notch 166 and moved up into the upper notch 166, the rear end ofthe lever 164 in moving downward will force the collar 158 downwardly,as indicated in dotted lines in Fig. 9, until the sleeve portion 159envelops the upper end. of the member 150. When this happens the engineand housing assembly may be rotated about the axis of the drive shaft sothat the propellers are pulling to the rear instead of to the front asshown, and

the thrustl of the-propellers will be taken upby the sleeve 159 andcollar l 158 acting through the member 150 so as to prevent pivotalmovement of the assembly about the axis of the shaft 140.

It is well known in the art that the cooling of outboard motors hascaused considerable diliiculty in the past. Heretofore, a pump of `somedescription has been employed in connection with the cooling system, andin view of the fact that outboard motors are commonly employed inshallow water, sand is often drawn into the cooling system. This sand inbeing drawn into the pump acts as an abrasive and causes prematurewearing out of the pump; In my Patent No. 1,579,834 I show aconstruction designed to minimize the effects of sand being drawn intothe cooling system, but in the present invention I provide-aconstruction which does away with the pump entirely and yet providesample cooling. This is accomplished in the following manner. Referringto Figs. 4, 6 and 7, the lower end. 29 of the housing 28 adjacent thecap 37 is provided on opposite sides with a pair of forwardly openingscoop members 169 which are positioned substantially at or adjacenttothe point of maximum width of the lower housing 28. The interior ofeachof the scoops 169 are connected together by a cross passage 170cored in the housing 28, and connected tothe passage 170 is a. tube 171`which extends upwardly therefrom and is anchored at its upper end inthe upper wall 32 of the housing 28 and opens onthe upper face' thereof.The upper housing 27, as indicated in Figs.l 2 and 3, is provided filwith a similar tube 17 2 positioned exteriorly thereof which extends4down through the flange 73 in alignment withthe tube 171 and opens onthe lower face thereof. rlhe tube 172 passes through the upper and lowerwalls of the enlared housing portion 146 and then through tltie flanges135 between the housing 27 and the shell portion 133, as indicated inFig. 8. Immediately above the upper Harige 135 the tube 172 is connectedby tubes 173 (see Fig. 1) with the Ls 174 which lead into the lowerportion of the water jackets 175 for the ycylinders 91, as indicated inFig. 11. 'llhe upper portions of the water jackets175 are provided withLs 17 6 which are connected by tubes 177 and the l. 178 to a 'tube-179which extends down to a point below the lower wall of the enlargedhousing portion 146 in parallel relationship to the tube 172, asillustrated in Figs. 8 and 10. Belowthe lower wall of the enlargedportion 146, the tube 179 is bent to the rear and passes-down throughthe flange 73, as indicated in Figs. 2 and 3, and opens on to the lowerface of the same. Another tube 180 is secured at its upper end in theupper wall 32 of the lower housing 28 in alignment with the tube 179 andopens ony to the upper face of the wall 32. The tube 180 extendsdownwardly from the wall 32, as illustrated in Fig. 4, and opens on theouter rear face of the housing 28 below the upper edge of the propeller31. 'lhe housing 28 at the point where the tube 180 opens on to the sameis provided with a bellmouthed enlargement 181, the rear edges of whichterminate in spaced but adjacent relationship to the line of travel ofthe forward edge of the blades of the propeller 31.

The result of this construction is that as the housing 28 moves throughthewater, the

. scoops 169 catch the water and force it up through the passage 170,tubes 171, 172 and 173 into the Water jacket 175 from which it passesdown through the tubes 177, 179 and 180 and escapes through the bellmouth 181. The propeller 31 in rotating past the mouth of thebell-mouthed portion 181 exerts a suction upon the interior of the bellmouth 181 which aids in drawing the water through the water circulatingsystem. Furthermore, in view of the fact that the bell mouth 181 isused, the movement of the same through the water because-of suchmovement causes a suction to build up back of the bell mouth 181 whichfurther aids to accelerate the water circulation through the waterjackets 17 5. By the use of this system a very eilicientand reliablecooling system isprovided in which no moving parts whatsoever arenecessary and therefore V.no parts of it require servicing in operation.

The insertable sections 89, which are adapted to be` placed betweenI thehousing sections 27 and28 when a longerl housing is inerenti desired, isprovided with a pair of tubes 182 and 183 which extend between theflanges 80 and 81 and open on the upper and lower face thereofrespectively in alignment with the tubes 172 and 179 and 171 and 180respectively, so that when such section is .interposed between thesections 27 and 28,

the circulation of water is not affected in any respect whatever.

rlvhe assembly is, of course, provided with the usual steering handle184 for the purpose of turning the same about the axes of the driveshafts so as to utilize the thrust of the propeller as a rudder as inconventional constructions. The crank shaft 97 is provided with theiusual fly wheel 188 in which a magneto (not shown) may be built andwhich may be provided with a control handle 185, or other ignition meansfor the engine may be employed if desired. A fuel tank 186 suitablysupported on the engine l the portion or tube 2,8 actsas a support .for

the core during the casting operation and permits me to provide thesolid end walls 32 and 33 with consequent greater relative structuralstrength, and blocks off the interior of the housing from possiblefilling with water. Another"l advantage of forming the portion 34 as atube cast in place is that during machining o f the housing 28 centersmay be inserted in the ends of the tube to properly and quickly locatethe work for machining. Furthermore, the only machining of the bore ofthe housing 28 is that necessary to receive the bearings 36 and 36.

While l show a propeller 30 forwardly of the housing 28 and another 31rearwardly of the housing 28, it will be apparent that either one or theother may be dispensed with and but a single propeller used. In such acase I prefer to employ the front propeller 30 only as such propellerWorks in smooth and unbroken water and is therefore enabled to work moreefficiently. Where only the rear propeller is employed it works in thewater that has been disturbed by the lower kend of the housing 28 and insuch case it is both propellers are employed as shown, the rearpropeller 31 preferably has a greater pitch than the forward propeller30 so that both propellers will exert substantially the same thrust onthe water. The increase in pitch of the rear propeller 31 over the frontpropeller 30 is preferably an amount equal to the slip of the forwardpropeller 30 so that, in effect, both propellers have the same effectivepitch relative to the water upon vwhich they act.

Although I show but one form of the various phases of the presentinvention, it will be apparent that they `are capable of variousmodifications and changes apparent to the ordinary workman in order tosuit various uses of the same and adapt them to particularconstructions, and formal changes may be made inthe specificembodimentof the invention described without departing from the spiritor substance of the broad invention, the scope of which is commensuratewith the-appended claims.

What I claim is:

1. In an outboard motor, in combination, a housing enclosing avertically disposed power shaft, said housing being rotatable about avertically disposed line, a horizontally disposed propeller shaftdisposed at the lower end of said propeller shaft and operativelyconnected thereto for driving movement therefrom, said propeller shaftprojecting both forwardly and rearwardly from said housing, a propellersecured to said propeller shaft forwardly of said housing, and apropeller secured to said propeller' shaft rearwardly of said housing,the last mentioned propeller having a greater pitch than the firstmen-tioned propeller. 1

2. In an outboard motor, combination, a housing enclosing a verticallydisposed power shaft, a horizontally disposed propeller shaft disposedat the lower end of said propeller shaft and operatively connectedthereto for driving movement therefrom, said propeller shaft projectingboth forwardly and rearwardly from said housing, a propeller secured tosaid propeller shaft forwardly of said housing, and a propeller securedto said propeller shaft rearv-:fardly of said housing, the pitch of thelast mentioned propeller exceeding the pitch of the first mentionedpropeller an amount corresponding to. the normal. loss of effectivepitch which said last mentioned propellery is subjected to due totravelling in the slip stream of said first mentioned propeller.

3. In combination with an outboard .inotor, a drive shaft housingincluding a pair of separable housing sections normally directlyconnected together, each of said, housing sections being provided with aseparate drive shaft section, said drive shaft sections being formed torelatively non-rotatably engage each other when said housing sectionsare secured together, water passages in said housing sectionslco-operatively positioned with respect to each other when said housingsections aresecured together, and an extension section for said driveshaft section comprising a housing section provided with a drive shaftsection and water passages and adapted to be inserted between saidhousing sections upon separation of the latter with its said drive shaftsection connecting the first mentioned drive shaft sections and itswater passages connecting the first -`mentioned water passages.

4. In an outboard motor, in combination a vertically disposed driveshaft housin, terminating at its lower end in a propell shaft housing,an engine provided with a water jacket at the upper end of said housing,said propeller shaft housing being provided with an opening on the sidethereof at the point of maximum width thereof, a water passageconnecting said opening with said water jacket, and an outlet for said vjacket.

5. In combination with an outboard motor, a vertically disposed housingprovided with an opening in the side thereof below the normal water line`thereon and proxi-y mate to the point of maximum width thereof,anengine at the upper end of said. housing provided with a water jacket,a forwardly opening scoopover said openingLa passage connecting saidscoop and said water jacket, and an outlet for said water jacket.

6. In an outboard motor, in combination, a verticali f disposed housingprovided with an engine at the upper end thereof and a propeller at thelower end thereof, a water' jaclret for said engine, means forintroducing water into said jacket, a bell mouth on said housing belowthe normal water lever thereon and of greater width than that portion ofthefhousing nearest said bell mouth, said bell mouth opening rearwardlyadjacentl the path of travel of the forward. edges of the blades of saidpropeller, and a water passage connecting said bell mouth. and saidwater jaclret.

7, ln an out-hoard motor, in combination, a vertically disposed driveshaft housing, a propeller shaft housing secured to the low"- er endthereof, a drive shaft in said drive shaft housing, a propeller shaft insaid pro-4 received, a plurality of other discs slidably encircling saidpropeller shaft, one of the last mentioned discs being positionedbetween each pair of the first mentioned discs, and spiing means actingin the direction of propeller thrust constantly urging all of said discsintol contact with each other.'

8. ln an outboard motor, in combination,

I a .hollow drive shaft housing comprising an upper and a lower portionrigidly secured together, said lower portion being provided at its lowerend with a propeller shaft housing rigidly secured thereto, a wallseparating the interiors of said lower portion and said propeller shafthousing, and a wall separating the interiors of said upper and lowerportions.

9. In an outboard motor, in combination, a hollow drive shaft housingcomprising an upper and a lower portion rigidly secured together, saidlower portion being provided at its lower end with a propeller shafthousing rigidly secured thereto, a wall sealing the interior of saidpropeller shaft housing from the interior of said lower portion, and awall sealing the interior of said lower portion from the interior ofsaid upper portion.

10. In an outboard motor, in combination, a hollow ldrive shaft housingcomprising an upper and a lower portion rigidly secured together, saidlower portion being provided at its lower end with a propeller shafthousing rigidly secured thereto, a wall sealing the interior of saidpropeller shaft housing from the interior of said lower portion, a wallsea-ling the interior of said lower portion from the interior of saidupper portion, a drive shaft extending between said walls, and anauxiliary housing extending between said walls about said drive shaft.

11. A spacer device for insertion between the separable drive housingand gear housing of an outboard motor comprising an exterior portion toconform to the complementary surfaces of said housings and means withinsaid exterior portion to engage the complementary ends of the driveshaft within said housings.

12. In combination with an outboard motor, including a drive shafthousing and a gearing housing and a drive shaft interposed between theprime mover and the gearing, said'drive shaft housing, gearing housing,and drive shaft and gearing, including separable connector means, ofspacer members, between said housings, the drive shaft and gearinghaving complemental engaging connections, whereby the relative positionof the propeller of the outboard motor may be deepened.

13. lln combination with an outboard motor, including a prime mover, adrive shaft y housing, and gearing housing, for driving a propeller, theentire assembly being arranged to resist'the thrust of the propeller,separaraideur ble sliding drive shaft connection between said primemover and gearing of a spacerv for said housings, intermediate connectormeans between the drive shaft and gearing, having complementalslidingengagement, a thrust bearing carried by said spacer for saidintermediate connector, whereby the propeller may be deepened and theentire assembly combined into an independent unitary structure.

14. In combination with an outboard motor, comprising a prime mover,propeller gearing, a drive shaft between said prime mover and propellergearing, a housing for said drive shaft, a housingfor said propellergearing, including separable connecting means, but serving to provide aunitar structure, of means for deepening the depti of the propeller,comprising an intermediate spacer for said housings, having complementalengaging portions with said drive shaft housing and gearing housing, andan intermediate connector between said drive shaft and gearing havingbearing in said spacer member.

15. In combination with an outboard motor, comprising a prime mover andpropeller gearing, a drive shaft between said prime mover and propellergearing, a housing for said drive shaft, a housing for said propellergearing, including separable connecting means, but serving to provide aunitary structure, of means for deepening the depth of the propeller.comprising an intermediate spacer for said housings, having complementalengaging portions with said drive shaft housing, and gearing housing,and an intermediate connector between said drive shaft and gearing,having bearing in said spacer member and athrust bearing carried by saidspacer for said intermediate con nector.

16. A. spacer device for an outboard motor, adapted to be attached tocomplemental connecting portions of the drive shaft and gearing housing,including an end thrust bearing for a connector between the drive shaftand gearing of said motor.

` JAMES H. PIERCE.

